AnalysisThe airplane was equipped with an air sampling system used to collect air samples at various altitudes. The accident occurred when the pilot was returning to the airport after taking air samples at various altitudes over oil fields. As he was being vectored for an instrument approach, the airplane overshot the runway's extended centerline. The pilot then reported that he had a fire on board. The airplane lost altitude rapidly, and radar contact was lost. Examination of the accident site indicated that the airplane struck the ground at high velocity and a low impact angle.One piece of the airplane's shattered Plexiglas windshield exhibited soot streaking on its exterior surface. This soot streaking did not extend onto the piece's fracture surface, indicative of the smoke source being upstream of the windshield and the smoke exposure occurring before windshield breakup at impact.Both nose baggage compartment doors were found about 2 miles south of the main wreckage, which indicative that they came off at nearly the same time and most likely before the pilot's distress call. Although there was no soot deposits, thermal damage, or deformation to the doors consistent with a "high energy explosion," the separation of the luggage compartment doors could have occurred due to an overpressure caused by the ignition of a fuel air mixture within the nose portion of the airplane. The ignition of fuel air mixtures can create overpressure events when they occur in confinement. An overpressure in the nose baggage compartment may have stretched the airframe enough to allow the doors to push open without deforming the latches. If it was a lean fuel air mixture, it would likely leave no soot residue.Post-accident examination revealed no evidence that the air sampling system, which was strapped to the seat tracks behind the copilot's seat, was the cause of the fire. The combustion heater, which was mounted in the right front section of the nose baggage compartment, bore no evidence of fuel leakage, but a fuel fitting was found loose. Probable Cause and FindingsThe National Transportation Safety Board determines the probable cause(s) of this accident to be:The loose fuel fitting on the combustion heater that leaked a lean fuel-air mixture into the nose baggage compartment. The mixture was most likely ignited by the combustion heater, blowing off the nose baggage compartment doors and starting an in-flight fire. FindingsAircraftHeating system - Damaged/degraded (Cause)Fuel - Not specified (Cause)Flight compartment windows - Damaged/degradedCargo/baggage doors - Capability exceededFactual InformationHistory of FlightApproachFire/smoke (non-impact) (Defining event)Uncontrolled descentCollision with terr/obj (non-CFIT)

Location: Fargo, NDAccident Number: CEN17FA045Date & Time: 12/01/2016, 1629 MSTRegistration: N123KKAircraft: CESSNA 340Aircraft Damage: DestroyedDefining Event: Fire/smoke (non-impact)Injuries: 1 FatalFlight Conducted Under: Part 91: General Aviation - Other Work UseOn December 1, 2016, at 1629 central standard time, a Cessna 340, N123KK, impacted terrain about 10 miles south of Hector International Airport (FAR), Fargo, North Dakota, after the pilot reported an in-flight fire. The pilot was fatally injured, and the airplane was destroyed. The airplane was registered to and operated by Weather Modification, LLC, of Fargo, under the provisions of Title 14 Code of Federal Regulations Part 91 as an "other work use" flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan had been filed. The local flight originated from FAR about 1430.Under contract with the National Oceanic and Atmospheric Administration (NOAA), the pilot had taken air samples at various altitudes over oil fields near Carrington, North Dakota, and was returning to FAR. According to radar data and voice communications transcripts, the pilot was being vectored towards, but overshot, the FAR runway 36 localizer. Shortly thereafter, when the airplane was at 1,700 feet mean sea level (msl), he reported an onboard fire. The airplane then lost altitude and radar contact was lost shortly thereafter.

Aircraft and Owner/Operator InformationAircraft Manufacturer: CESSNARegistration: N123KKModel/Series: 340Aircraft Category: AirplaneYear of Manufacture: 1973Amateur Built: NoAirworthiness Certificate: Restricted; NormalSerial Number: 340-0251Landing Gear Type: Retractable - TricycleSeats: 3Date/Type of Last Inspection:Certified Max Gross Wt.: 5975 lbsTime Since Last Inspection:Engines: 2 ReciprocatingAirframe Total Time:Engine Manufacturer: ContinentalELT: Installed, not activatedEngine Model/Series: TSIO-520-JBRegistered Owner: On fileRated Power: 0 hpOperator: On fileOperating Certificate(s) Held: Pilot School (141); On-demand Air Taxi (135)Operator Does Business As:Operator Designator Code: CTUA The airplane, serial number 340-0251, was manufactured in 1973 by the Cessna Aircraft Company, Wichita Kansas. It was powered by two Continental TSIO-520-JB engines (serial numbers 275386-R, left; 183304R, right), driving two Hartzell 3-blade, all-metal, constant speed propellers (model number 3AF32C87-N; serial number 767923, left; 786086, right). Both engines had a 1,400-hour time-between-overhaul limitation.The last annual inspection of the airplane occurred on July 27, 2016, at a total time of 7,012.6 hours. The last 100-hour inspections of both engines and propellers were also on July 27, 2016. At that time, the left and right engines had accrued 6,676.4 hours and 7,134.6 hours total time, respectively. The left engine had been overhauled on March 25, 2014, and the right engine had been overhauled on September 25, 2012.The airplane was last certified for flight in instrument meteorological conditions on August 2, 2016.The airplane was equipped with a Stewart Warner combustion heater, sometimes referred to as a Janitrol heater, that was used to provide cabin heat. The heater was mounted in the right front section of the nose baggage compartment.The airplane carried a NOAA air sampling system manufactured by High Precision Devices, which was stored in two plastic boxes. One box was filled with glass jars for holding air samples. The remains of this box were found melted to the top forward fuselage. The second box contained the compressor package, which consisted of a rechargeable battery pack, two compressors, circuit boards wiring, and air tubing. The boxes were strapped to the seat tracks behind the copilot's seat.NOAA representatives reported that the system had been in use for 12 years at 14 different locations. They said that there had never been any reports of fire with the air sampling system. They pointed out that the system does not operate all the time, only when the pilot pushes a button on the remote control attached to the glare shield. A typical mission would be for the airplane to climb to 25,000 feet and the pilot would then activate the system. The system would operate for 2 to 2.5 minutes taking air samples, and then shut off automatically when the sample collection was complete. The pilot would descend to the next sampling altitude and repeat the process.

Wreckage and Impact InformationCrew Injuries: 1 FatalAircraft Damage: DestroyedPassenger Injuries: N/AAircraft Fire: BothGround Injuries: N/AAircraft Explosion: On-GroundTotal Injuries: 1 FatalLatitude, Longitude: 46.920556, -96.815833 (est) The accident site was in an open field about 10 miles south of FAR at an estimated elevation of 900 feet msl. It was bordered by trees and a ravine to the east. The location of the accident site was 46°43.727' north latitude, and 96°49.686' west longitude. All components of the airplane were identified at the accident site except for the nose baggage compartment doors, which were found about 2 miles south of the main wreckage.The wreckage path at the accident site was on a magnetic heading of 197° degrees. Ground scars and impact damage were consistent with the airplane striking the ground at high velocity with a low angle of impact and in a left-wing-slightly-low and nose-up attitude. The first evidence of ground contact was multiple propeller slash marks consistent with the left propeller contacting the ground, which was followed by ground scars consistent with the fuselage contacting the ground. Continuing along the wreckage path, there were multiple slash marks consistent with the right propeller contacting the ground. Both upper engine cowlings, the propellers, and the upper nose skin separated from the airplane. Ground scars were consistent with the airplane becoming airborne for a short distance before sliding down an embankment and impacting trees in a wooded area along a creek bed to the east. The right wing, from the engine nacelle outboard, and the empennage separated as the airplane travelled forward. No soot or molten metal was observed on the separated empennage. The fuselage came to rest inverted about 550 feet from the initial point of impact.The primary flight control cables were connected to their associated flight control surfaces and cockpit controls. All the cables exhibited either tension overload separations or had been cut by first responders. The mid-fuselage aileron bellcrank and the flap motor were consumed by fire. The flap sprockets were engaged in the right flap chain, and the chain was in a non-standard position. The left flap chain had separated from the flap drive motor. Both fuel selector handles were consumed by fire. The left fuel selector valve was in an undetermined position. The right fuel selector valve was in the "OFF" position. No smoke streaking or heat damage was noted at the heater connection in the nose baggage compartment.The combustion heater was found on the ground next to the cabin area. The heater was intact, impact-damaged, sooted, and showed no signs of explosion. All flight instruments and switches were either damaged or consumed by the post-impact fire. The main circuit breaker bus bars did not exhibit evidence of hot spots. The engine fuel and oil pressure lines did not exhibit evidence of pre-impact fire. Medical And Pathological InformationThe University of North Dakota's School of Medicine and Health Sciences, Department of Pathology, Forensic and Autopsy Service, Grand Forks, North Dakota, performed an autopsy on the pilot. According to their report, death was attributed to "multiple injuries." Their toxicological analysis of blood obtained at autopsy was negative for ethanol, drugs, and cyanide. A small amount of carbon monoxide (6% saturation} was detected in blood.The Federal Aviation Administration's (FAA) Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, also performed a toxicological analysis. According to their report, no carbon monoxide, cyanide, ethanol, or drugs were detected in heart blood. No tests were conducted for the presence of halon or halotron.Tests And ResearchThe wreckage was transported to a Weather Modification hangar in FAR, where it was laid out and re-examined.On December 13, 2017, the compressor package from the airplane's NOAA air sampling system was examined at the National Transportation Safety Board's (NTSB) Materials Laboratory in Washington, DC. The examination determined that all smoke and heat damage had originated externally. There was no evidence to indicate the air sampling system was the cause of the inflight fire.The Stewart Warner (Janitrol) combustion heater was also examined by NTSB's Materials Laboratory. The body of the heater exhibited thermal discoloration and soot staining, consistent with exposure to a fire environment. There was no evidence of fuel leaks in the combustion heater body or the air blower assembly. One fuel fitting on the combustion heater body was found to be loose.Plexiglas windshield pieces and the nose baggage compartment doors were also examined. One piece of Plexiglas exhibited soot streak stains on the outside of the windshield that did not extend into the fracture surface, indicative of the smoke source being upstream of the windshield and occurring prior to the windshield breakup. The other Plexiglas pieces had no significant accumulation of soot or thermal damage and had about the same amount of particulate buildup, consistent with no prolonged exposure to a smoke-filled cockpit condition.The nose baggage compartment doors did not exhibit any soot deposits, thermal damage, or deformation consistent with a "high energy explosion." The latches on one of the doors were not deformed.Additional InformationAccording to Weather Modification, LLC, the airplane was equipped with two hand-held fire extinguishers mounted in the cabin: one was halon, the other was halotron. Both extinguishers held about 5.4 pounds of agent. One had been discharged, the other showed signs consistent with exploding. It is not known which extinguisher had been discharged and which one had exploded. According to Textron Aviation, the Cessna 340 has a pressurized volume of 250 cubic feet plus or minus 50 cubic feet.According to FAA's Bioaeronautical Sciences Research Laboratory, "Halon does not displace oxygen in its use like [carbon dioxide] does. Low concentrations of halon (less than 8% concentration by volume) are required for any given fire. The result is plenty of air for pilots and passengers to breathe, even during a fire incident . . . very high concentrations . . . could affect the pilot."According to FAA's William J. Hughes Technical Center's Fire Safety Group, "The inhalation of halon 1211 and/or halotron may have affected [the pilot], depending on how much of each agent was released prior to the crash. All halons and halon replacements are cardiotoxic (have the potential to induce a heart attack) at high concentrations. Halon 1211 and many halon replacements also have narcotic effects at even higher concentrations. The cadiotoxic concentration threshold is lower than the incapacitation concentration threshold. A total release of 5.4 pounds of agent significantly exceeds the recommended agent weight for [the] stated volume of 250 cubic feet plus or minus 50 feet."

NTSB Identification: CEN17FA04514 CFR Part 91: General AviationAccident occurred Thursday, December 01, 2016 in Fargo, NDAircraft: CESSNA 340, registration: N123KKInjuries: 1 Fatal.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.On December 1, 2016, at 1629 central standard time, a Cessna 340, N123KK, impacted terrain about 10 miles south of Hector International Airport (FAR), Fargo, North Dakota. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was registered to and operated by Weather Modification, LLC, Fargo, under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan had been filed. The local flight originated from FAR about 1430.Under contract with the National Oceanic and Atmospheric Administration (NOAA), the pilot had taken air samples at various altitudes over Carrington, North Dakota, and was returning to FAR when the accident occurred. The pilot was being vectored towards but overshot the runway 36 localizer. Shortly thereafter, the pilot reported an onboard fire. The airplane, which was at 1,700 feet, lost altitude rapidly and radar contact was lost.Examination of the accident site revealed evidence consistent with the airplane striking the ground at a high velocity-low angle of impact in a left wing slightly low attitude. There was a ground fire after impact.

Story and photos by Bernard L. SupetranWith the onset of a new year, it has become an obligatory ritual for every jaded traveler or adventurer to try something new or visit a unique and remote destination, away from the madding crowd of commercial tourist zones.Those who have the moolah and the grit to take their passion to greater heights, quite literally, can either fly a private plane, own one or ride one, at the very least.Taking to the sky used to be a pie in the sky just a few decades ago, with the prohibitive costs involved of pilot schooling. Well, not anymore with FoilaFly, which aims to revolutionize air travel and usher in a new era in personal transportation.The official distributor and service center of Cirrus Aircraft in the country, it is much like a one-stop shop for aviation aficionados who once dreamt of rekindling their childhood fascination for flying.“We are committed to the future of aviation through smart, safety, ease of operation and, most important, continuous innovation. Our aim is to bring flying closer to bigger spectrum of the target market. This is a lifestyle and business-oriented flying club,” Cirrus brand ambassador and FoilaFly CEO Lester Codog enthused.The firm has partnered with Cirrus Aircraft, a trusted global brand in producing all-composite personal aircraft that incorporates advanced electronic and standard safety technologies.The firm’s standard planes are single-engine four-seater Cirrus SR20s and SR22s, which are equipped with safety features like Cirrus Perspective by Garmin avionics and the Cirrus Airframe Parachute System, the only one of its kind among the current crop of aircraft that will enable it to land even under an extreme emergency.Surprisingly enough, they can be had for just about the cost of a luxury sports car.These sleek, fully automated aircraft are capable of short take-offs and landings even in unpaved airstrips, which gives travelers access to remote destinations not serviced by commercial airlines.This flexibility enables pilots and passengers opt for the more exciting “air odyssey,” where they can hop around the country’s airports that are gateways to popular and up-and-coming destinations without passing through the congested airports.Its panoramic interiors also enable passengers to admire the scenic spots from above and take Instagram-worthy photos.Codog said the firm has formed the FoilaFly Aero Club, a unique group of pilots that provides aviation enthusiasts the privilege of enjoyable traveling across the archipelago through safe and inexpensive flying.“As a member of the Philippines’s premier flying club, you can share with everyone your love and great enthusiasm of flying, and along with many, a colorful story of important events in your life and you have the freedom to fly as often as you want because you own the airplane,” he added.The Aero Club conforms with Cirrus Standards and is undergoing certification by the Civil Aviation Authority of the Philippines to operate domestic flights. With facilities in Manila, Bulacan and Clark, FoilaFly is a Flight Training Center that provides aircraft rental/ownership for recreational pilots.Every member undergoes flight training of up to 50 flying hours with the user-friendly Cirrus before being allowed to fly his own aircraft.The Aero Club also offers services to those members who previously own Cirrus aircraft, such as tie-downs, 24-hour fuel availability and a guarded hangar.

FoilaFly is an expansion binge with the acquisition of more planes, including the Vision Jet, which raises the bar in aviation with its introduction of the “personal jet” lifestyle.Down the road, the aviation firm intends of integrate air, land and sea vehicles, as well as board and lodging for a seamless tour package.“When you become a Cirrus owner, you aren’t merely taking up a hobby, you are choosing a whole new lifestyle full of freedom, choices and responsibilities,” Codog concluded.With all these advantages working to your favor, having your own plane will never be like flying on a wing and a prayer again.Original article can be found here ➤ https://businessmirror.com.ph

TOWANDA, BRADFORD COUNTY (WBRE/WYOU) - Two hundred pounds of marijuana!

That is what state police say the found inside a plane that landed Wednesday night in the Northern Tier.State police say two men were flying from California to Boston when they made a stop at the Bradford County Airport near Towanda.That is where federal investigators caught up with them.It is not unusual for people in the Towanda area to see planes landing at the Bradford County Airport but state police say what was found inside one plane Wednesday night was unusual, 200 pounds of marijuana."That's unusual! That's unusual! I think 200 (pounds) is more than enough for anybody to sell!" Susan Hadlock of Sayre said.Matthew Roesner and Paul Riggie are now behind bars on drug charges.Investigators say Roesner was flying the plane.He told investigators that Riggie paid him $10,000 to fly across the country.Roesner is a commercial airline pilot for Compass Airlines."There's his job, you know, his livelihood other than his second livelihood with the marijuana!" Michelle Miller of Herrickville said.Customs and Border Protection agents started tracking the suspect's plane as it flew across the country.Investigators say the plane didn't provide its travel itinerary and flew at an altitude inconsistent with federal standards."With all of the technology they have today they can do just about anything!" Frank Mucerino of Monroeton said.Officials at the Bradford County Airport declined to comment on the situation. They would also not say where the suspect's plane currently is located.In addition to the 200 pounds of marijuana, investigators say they also found cash and a .40-caliber pistol inside the plane.Exactly why they stopped in Bradford County has not been disclosed but local residents say they're glad they were caught."They don't tolerate it too much around here!" Mucerino said.Federal agents say Paul Riggie has a prior criminal history for selling marijuana and resisting arrest.Both men are jailed tonight in lieu of $500,000 bail in Bradford County.Story and video ➤ http://www.pahomepage.com

TOWANDA, Pennsylvania (WENY) - Two West Coast men are behind bars in Bradford County after police allegedly found 200 pounds of marijuana on a plane they landed at the Bradford County Airport.Customs and Border Protection were reportedly tracking the plane since take-off in California. Matthew Roesner and Paul Riggie were on that plane. K-9 units searched the plane shortly after it landed at the Bradford County Airport Wednesday evening. According to court documents, Pennsylvania State Police found 40 packages containing nearly 200 pounds of marijuana, a large amount of cash, a pistol, and additional ammo.According to court documents, Roesner is a commercial pilot with Compass Airlines. He says Riggie paid him $10,000 to fly the plane from California to Boston.Roesner and Riggie are both charged with Manufacture, Delivery or Possession with Intent to Manufacture or Deliver, Delivery in Proceeds of Illegal Activities, and Use/Possession of Drug Paraphernalia.Both men are being held in the Bradford County Jail on $500,000 bail.They're scheduled to reappear in court later this month.Story and photo ➤ http://www.weny.com

OMAHA, Nebraska — Engine failure forced a Piper PA-28-140 to land in a field near 144th and Giles Saturday afternoon, according to Millard Airport officials.The landing happened around 3 p.m. Saturday.According to Oracle Aviation, which owns the Piper PA-28-140, a student pilot and flight instructor were on-board the single-engine aircraft when it started to experience engine trouble. Oracle Aviation officials said the student pilot and flight instructor handled the situation well, and there is no damage to the aircraft.Airport officials said no one was injured.Original article can be found here ➤ http://www.ketv.com

http://registry.faa.gov/N746LMLocation: Grand Detour, ILAccident Number: CEN18LA082Date & Time: 01/20/2018, 1233 CSTRegistration: N746LMAircraft: MATHENY LARRY E CHRISTAVIA MK 1Injuries: 2 SeriousFlight Conducted Under: Part 91: General Aviation - Personal On January 20, 2018, about 1233 central standard time, a Matheny Christavia Mk1 homebuilt airplane, N746LM, struck a power line and an ice-covered river during low-altitude flight near Grand Detour, Illinois. The pilot and pilot-rated passenger were seriously injured, and the airplane was substantially damaged. The airplane was owned and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed, and a flight plan had not been filed for the local flight which had departed from the Chicago/Rockford International Airport (RFD) Rockford, Illinois.The airplane was observed flying low along a back channel of the Rock River, south of Grand Detour. One witness who lived along the back channel said the airplane went by her house so close that she could see the pilot in the airplane. She estimated the airplane was 15 ft. above the river. Moments later, the airplane struck a power line that crossed the river. The airplane subsequently cartwheeled, and dove straight down, impacting on the ice-covered river.An examination of the airplane showed a power line wire wrapped around both wings. The airplane's wood propeller was broken and splintered circumferentially. The forward fuel tank between the cabin and the engine was broken open. The airplane was retained for further examination. Aircraft and Owner/Operator InformationAircraft Manufacturer: MATHENY LARRY ERegistration: N746LMModel/Series: CHRISTAVIA MK 1 NO SERIESAircraft Category: AirplaneAmateur Built: YesOperator: On fileOperating Certificate(s) Held: None Meteorological Information and Flight PlanConditions at Accident Site: Visual ConditionsCondition of Light: DayObservation Facility, Elevation: RFDObservation Time: 1154 CSTDistance from Accident Site:Temperature/Dew Point: 4°C / -1°CLowest Cloud Condition:Wind Speed/Gusts, Direction: 5 knots, 180°Lowest Ceiling: Broken / 23000 ft aglVisibility: 10 MilesAltimeter Setting: 29.93 inches HgType of Flight Plan Filed: NoneDeparture Point: CHICAGO/ROCKFORD, IL (RFD)Destination: CHICAGO/ROCKFORD, IL (RFD) Wreckage and Impact InformationCrew Injuries: 1 SeriousAircraft Damage: SubstantialPassenger Injuries: 1 SeriousAircraft Fire: NoneGround Injuries: N/AAircraft Explosion: NoneTotal Injuries: 2 SeriousLatitude, Longitude: 41.895000, -89.411389 (est)

GRAND DETOUR, Ill (KWQC)- UPDATE: Illinois State Police Troopers responded to a plane crash Saturday afternoon around 12:30.Police say two people were flying when their plane came to rest on top of the ice on the Rock River near Grand Detour, Illinois.The plane did hit power lines, one person lost power.The pilot and passenger, David R. Manske and Jamie Nadowski, both from Machesney Park, IL were taken to an area hospital .The plane was recovered from the ice and has been stored during an FAA investigation.Police say various local, county, state and federal agencies responded.Illinois State Police say it happened around 12:50 Saturday Afternoon.The plane was occupied by the pilot and one passenger according to ISP. They were transported to the hospital with non life-threatening injuries.The FAA is now investigating.

GRAND DETOUR – A handful of local residents were outdoors taking advantage of the springlike weather Saturday afternoon when their chores were interrupted by a plane crash.Illinois State Police responded to a call at about 12:50 p.m. that a small plane had landed or crashed in the Rock River near Grand Detour.The pilot, David R. Manske, and his passenger, Jamie K. Nadowski, 60, both of Machesney Park, were taken to a hospital, but luckily escaped serious injury. No information on their flight plan was available Sunday.Jim Ross was working in his garage just north of the crash site when he heard the plane fly over his home around 12:40 p.m.“I was in the garage and I heard a plane flying by. Then there was a big noise – and silence,” Ross said. “Then a neighbor came by and said a plane was on the ice and to call 911. He had heard it too and drove over and saw it on the ice.”Ross walked south a few yards where he saw the pilot exit the plane and walk around a bit.Kelly Snyder, who lives just a house down from Ross, and almost directly across from where the plane came to rest, also heard a loud bang, but thought it was just a vehicle backfiring.“I heard a pop, pop and I thought it was just a Jeep or truck backfiring. I went outside a few minutes later and started playing with our our dogs and tossing them balls down the hill,” Snyder said. “When I walked down our hill to get one of the balls I saw the plane and at first I was, ‘Oh no, a plane crashed,’ and my first thought was that if it started to sink it was pretty shallow there.Snyder said she then saw the pilot.“I yelled and asked if he was alright and he waved his arms," she said.Snyder’s son Dax, 12, was inside his family’s house and also heard a “snapping” noise.“I think that was when they hit the power wire,” he said. “It looked like the pilot was trying to get the lady out.”Ross watched as emergency responders wearing rubber suits dragged a rubber raft out to the plane to pick up the pilot and his passenger.The plane had become tangled in a power line during the crash and ComEd workers had to cut power to a nearby home while they helped fire personnel to untangle the power line from the plane.After Manske and Nadowski were rescued, police and workers from Maggio Truck Center in Rockford were left with the task of figuring out how to get an 800-pound plane off the river.Using two tow trucks and a Fox Lake Fire Protection District’s Quad 2 Ice and Water Rescue Airboat, responders attached a winch line to the plane and slowly pulled it to the west shore and eventually up Snyder’s boat launch driveway and onto a flatbed tow truck.That process, watched by about 20 people, ended around 8 p.m.“I’m just glad they’re going to be OK,” Kelly Snyder said.Investigators are still trying to determine whether the plane was having mechanical issues or hitting the power line caused it to go down. The Federal Aviation Administration has been brought into the investigation.

DIXON (WREX) - UPDATE: We now know the names of the two people involved in a plane crash in Grand Detour, Illinois on Saturday. Illinois State Police say 50-year-old David Manske and 60-year-old Jamie Nadowski were both injured in the crash.Both Manske and Nadowski are from Machesney park. Police say they are being treated at a local hospital for non-life threatening injuries.The crash happened around 12:30 p.m.Police say the aircraft struck some power lines before coming to rest on the Rock River. A small plane went down into the Rock River in Grand Detour, Illinois, on Saturday. Illinois State Police say there were two people, a pilot and passenger, in the plane when it either landed or crashed into the river. Police say the two victims were taken to a local hospital where they are being treated for non-life threatening injuries.Grand Detour is a small town just outside of Dixon, Illinois. Police say the FAA has been notified of this crash and the incident is under investigation. Story and photo ➤ http://www.wkow.com

OGLE COUNTY - UPDATE: (7:00 p.m.) Illinois State Police say a Christavia Mk I plane crashed in the Rock River at around 12:30 p.m. in Grand Detour, Ogle County after hitting a power line.Two people were inside the Christavia Mk I. One of them was walking on the ice when emergency crews got there, but they told him to immediately get back inside until rescue crews could get to him."One of the victims was out of the Christavia Mk I but we had them get back into the plane due to the fact it was on the ice," said Dixon Rural Fire Chief Sid Aurand. "They were mobile, they were conscious, but we did go out, 6 members of our department took a Fortuna which is an inflatable boat, walked out across the ice and retrieved the two victims from the plane," he added.The victims were taken to a local hospital. Their injuries are not considered serious. The Christavia Mk I received minor damage. Investigators are not sure if hitting the power line is what caused the crash, or if the Christavia Mk I was having other issues.Story and video ➤ http://www.mystateline.com

Details are sparse at the moment, but, Dixon Rural Fire Captain Sid Aurand says his department received a call of a plane crash near Grand Detour about 12:30 Saturday afternoon. When they arrived, they found the small plane had crashed on the ice of the Rock River. River Rescue Crews with a small boat was able to walk across the frozen river and bring in the two occupants of the plane. They were both taken to KSB Hospital in Dixon with what is believed to have been non-life threatening injuries.The cause of the crash is not known at this time and the Federal Aviation Authority was on their way to begin their investigation.ComEd repair crews were also on scene as the plane did hit a power line that extended across the river. It is not known if this caused the accident or if the line was snapped as the plane went down.Also assisting at the crash site were deputies of the Ogle County Sheriff’s Department.Story and photo ➤ http://www.am1460wixn.com

An Abilene man is nearing the end of a personal construction project of a plane that began in 1989.Audie Gill, a freelance construction worker, has a passion for aviation that has led him to work on his own plane for 29 years."After I got my pilot's license in 1977, I decided I wanted to build an airplane," said Gill, who has been a member of the Experimental Aircraft Association (EAA) since 1988. "It was several years later before I got the time and the money to be able to start such a project. I followed a set of plans on an aircraft that is proven and I think there are 1500 of these actually registered and flying.""If people knew what Audie had gone through building all this, you can tell the craftsmanship is outstanding," said Lon Beasley, a friend of Gill and member of the EAA since 1995.When his project is complete, Gill plans to take his plane to Oshkosh, Wisconsin."Our goal is to get it to Oshkosh this year, which is the world's largest airshow," said Gill.Gill said despite the time dedicated to the project, the end result will make it all worth it."Life kind of gets in the way," said Gill. "I never quit, it had to sit on the back burner a few years at a time to allow time or money to catch up, and that's just the way life goes."Story and video ➤ http://www.bigcountryhomepage.com

PG&E meteorologist John Lindsey took this photo on the USS McCandless (FF-1084) in the North Atlantic Ocean.

By John LindseyWhen I was in the Navy, the officer in charge of our Navy SH-2F Seasprite helicopter crew, Lt. Cmdr. Chuck Taylor, briefed us before we flew off the back of frigates and destroyers, and the subject of air density was often discussed. Here’s why:Helicopters fly by chopping the air; the denser the sky, the more efficient the rotors become and the less power they need from their jet engines.If we ever had an unexpected loss of energy from even one of the two engines during periods of low air density, the consequences would have been tragic. You see, the highest amount of energy required from the helicopter’s engines occur at takeoff, landing and especially during a hover.During landings, particularly at night, pilots often struggle to put the helicopter in a stable hover over the flight deck as it pitched and rolled with the ever-changing seas. At times like that, we would move left and right, forward and back, in an attempt to center the helicopter’s main landing gear over a frightfully small flight deck safety circle that was painted white on a deck coated with thick and crusty black, nonskid material.If the helicopter’s landing gear was too far forward of the white circle, you ran the risk of the main rotors striking the ship’s hangar. If you were too far back from the oval, the rear landing wheel on the helicopter’s tail pylon could end up in the flight deck safety net hanging over the water. At times like this, we all thought about the loss of an engine.Even if you did an emergency jettison of the helicopter’s sonobuoys (they would shoot out the side of the aircraft like a Gatling gun), external fuel tanks, torpedoes and other equipment that would literally shed hundreds of pounds of weight from the helicopter in a split second, you might still not have enough power to safely land on board the ship when the air was less dense.These thoughts of doubt would circle back to basic physics and chemistry that we learned in school. The four factors that most affect air density are altitude, atmospheric pressure, air temperature and humidity. Generally, the higher your altitude, the less dense the air will become. Because of changing weather conditions, atmospheric pressure fluctuates continuously. Increasing air pressure raises air density.On the other hand, increasing the air temperature will decrease its density. Think about a hot air balloon. Heat the air inside by a propane torch and it becomes less dense. Because it’s less dense, the hot air balloon rises through the colder and denser atmosphere that surrounds it.It may seem counter-intuitive, but humid air is lighter, or less dense, than dry air. Most of the water that is in the atmosphere is in the form of a gas or water vapor. Water vapor weighs less than nitrogen or oxygen.If you remember the periodic table from school, it was arranged by atomic number. The weight of an individual atom is represented by its atomic weight; the chemical element with the lowest density is Hydrogen. The atomic weight of hydrogen (H) is 1; oxygen (O) is 16. Consequently, a water molecule (H2O) has a molecular weight of 18 (1 + 1 + 16). Free Nitrogen (N2) has a molecular weight of 28, and an oxygen molecule (O2) has an atomic weight of 32. Therefore, a water molecule is lighter than either a nitrogen or an oxygen molecule.Avogadro’s law states that “equal volumes of all gases, at the same temperature and pressure, have the same number of molecules.”This means as heavier molecules of N2 and 02 are displaced by lighter H2O molecules, the air becomes less dense, and helicopters and fixed-wing aircraft will require more power to stay aloft. By the way, nitrogen and oxygen, on average make up about 99 percent of the air we breathe. Water vapor can range anywhere from less than 1 percent to as much as 5 percent of the atmosphere near the Earth’s surface or troposphere.If the helicopter’s landing gear was too far forward of the white circle, you ran the risk of the main rotors striking the ship’s hangar. If you were too far back from the oval, the rear landing wheel on the helicopter’s tail pylon could end up in the flight deck safety net hanging over the water. At times like this, we all thought about the loss of an engine.Even if you did an emergency jettison of the helicopter’s sonobuoys (they would shoot out the side of the aircraft like a Gatling gun), external fuel tanks, torpedoes and other equipment that would literally shed hundreds of pounds of weight from the helicopter in a split second, you might still not have enough power to safely land on board the ship when the air was less dense.These thoughts of doubt would circle back to basic physics and chemistry that we learned in school. The four factors that most affect air density are altitude, atmospheric pressure, air temperature and humidity. Generally, the higher your altitude, the less dense the air will become. Because of changing weather conditions, atmospheric pressure fluctuates continuously. Increasing air pressure raises air density.On the other hand, increasing the air temperature will decrease its density. Think about a hot air balloon. Heat the air inside by a propane torch and it becomes less dense. Because it’s less dense, the hot air balloon rises through the colder and denser atmosphere that surrounds it.It may seem counter-intuitive, but humid air is lighter, or less dense, than dry air. Most of the water that is in the atmosphere is in the form of a gas or water vapor. Water vapor weighs less than nitrogen or oxygen.If you remember the periodic table from school, it was arranged by atomic number. The weight of an individual atom is represented by its atomic weight; the chemical element with the lowest density is Hydrogen. The atomic weight of hydrogen (H) is 1; oxygen (O) is 16. Consequently, a water molecule (H2O) has a molecular weight of 18 (1 + 1 + 16). Free Nitrogen (N2) has a molecular weight of 28, and an oxygen molecule (O2) has an atomic weight of 32. Therefore, a water molecule is lighter than either a nitrogen or an oxygen molecule.Avogadro’s law states that “equal volumes of all gases, at the same temperature and pressure, have the same number of molecules.”This means as heavier molecules of N2 and 02 are displaced by lighter H2O molecules, the air becomes less dense, and helicopters and fixed-wing aircraft will require more power to stay aloft. By the way, nitrogen and oxygen, on average make up about 99 percent of the air we breathe. Water vapor can range anywhere from less than 1 percent to as much as 5 percent of the atmosphere near the Earth’s surface or troposphere.Story, video and photos ➤ http://www.sanluisobispo.com